Integrated vehicle hood

ABSTRACT

A hood of a vehicle includes a rear beam, a front end module or grill opening reinforcement, a thermoplastic central cover extending between the rear beam and the front end module, the thermoplastic central cover comprising reinforcements along sides of the thermoplastic central cover between the rear beam and the front end module, the reinforcements protruding away from a top surface of the thermoplastic central cover, and fenders connected to the front end module and thermoplastic central cover, wherein each fender extends over a respective reinforcement and connects to the top surface of the thermoplastic central cover.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation application of non-provisional U.S.application Ser. No. 15/925,947 filed Mar. 20, 2018, which claimspriority to EP Application number 17163013.0 filed Mar. 27, 2017, theentirety of which is incorporated herein by reference.

BACKGROUND

This disclosure relates to a structural component of a vehicle, such asa hood system, in particular a plastic hood system.

Hood systems (also referred to herein as “hood”) are large componentmembers of a vehicle body that rotate around a hinge when they open orclose. Hoods allow access to engine components in the front of avehicle, such as a truck. To ensure sufficient strength and stiffness atpotentially raised temperatures typically metal or thermoset materialsare used to manufacture the hood.

Because the weight of a vehicle body has an impact on the fuelconsumption of the vehicle, attempts have been made to produce hoodsfrom lower density materials, such as polymeric materials, in an effortto reduce the overall weight of the vehicle. The use of polymericmaterials reduces the overall weight, but might require designmodifications in order to meet the needed structural integrity toaccommodate loads placed on the hood, such as the aerodynamic loadswhile driving or the opening and closing the hood repeatedly. Thereremains a need for a design that allows the use of plastic for a vehiclehood, while still meeting the different stiffness requirements of thehood.

Attempts to increase the panel stiffness and torsional rigidity includeincreasing the thickness of components of the hood. The use ofreinforcements, such as ribs, can affect the ability to efficiently runwires, cables, or the like on the surface of the component. In addition,ribs and other reinforcements negatively impact the aesthetic quality ofthe component because such features can leave visible imperfections onthe components, thus requiring an aesthetic layer (or panel) to providea finished appearance; again increasing weight and cost.

Accordingly, a need exists for a light-weight hood with high torsionaland bending stiffness without diminishing the functional and/oraesthetic quality of the component.

BRIEF DESCRIPTION OF THE DRAWINGS

The following is a brief description of the drawings wherein likeelements are numbered alike and which are presented for the purposes ofillustrating the exemplary embodiments disclosed herein and not for thepurposes of limiting the same.

FIG. 1 is a perspective view of the front end of a vehicle including thehood system;

FIG. 2 is view of a portion of the front end of a vehicle;

FIG. 3 is a perspective view of the components of a hood system beforeit is assembled;

FIG. 4 is a perspective front view of a partially assembled hood;

FIG. 5A is a partial top view of a central cover with fenders attached;

FIG. 5B is an expanded end view of portion 5B from FIG. 5A;

FIG. 6 is a partial bottom view of a hood;

FIG. 7A is a perspective view of the hood system in a simulation showingdisplacement under vertical load in the center of a hood system withoutreinforcements;

FIG. 7B is a perspective view of the hood system in a simulation showingdisplacement under vertical load in the center of the hood system withreinforcements.

DETAILED DESCRIPTION

Disclosed herein is a structural component of a vehicle, such as a hood,that has bending and torsional stiffness, in particular, a thermoplasticvehicle component comprising a central cover that extends from a frontend module or grill opening reinforcement (hereinafter referred to asfront end module), to a rear beam, wherein the central cover includingreinforcement, e.g., to enhance bending and torsional stiffness. Thehood disclosed herein has a bending and torsion stiffness that meetssafety standards and regulations for the particular vehicle on which itis used.

A hood is a portion of a front of a vehicle, such as a truck, bus, orthe like, that is designed to open to allow access to engine componentsthereof. For example, a hood can be hingedly rotated (e.g., forward) toprovide access to vehicle systems, e.g., cooling systems, oil, wiperfluid, etc. Due to their relative size, hoods can be subjected to hightorsion and bending loads, e.g., from opening and closing the hood orfrom aerodynamic loads or highway driving loads. Due to the structuralintegrity requirements of a hood, the use of thermoplastic materials isparticularly problematic and difficult at raised temperatures, e.g.,greater than or equal to 80° C. It was found that a hood comprising acentral cover with reinforcements, extending between and eventuallyconnected to the front end module and the rear beam, has the structuralintegrity, e.g., has torsion and bending stiffness to meet therequirements on panel/skin stiffness. Additionally, the structuralintegrity is attained without the aforementioned aesthetic deficiencies.For example, the hood disclosed herein can have a bending and torsionalstiffness so as to exceed a natural frequency of 15 hertz (Hz) whenlatched, and 1 Hz in an open configuration (such as 60 degree verticalinclination of the hood). Local deflections due to a 10 kilogram (Kg)load placed on a 6 centimeter (cm) diameter area (known as “oilcanning”) is less than 0.5 cm. Finally, the hood can be closed, from anopen configuration, even if pulled from a corner of the hood.

The central cover comprises the reinforcement and optionally comprisesan opening, such as for air flow. The reinforcement can be a channelthat extends longitudinally (e.g., in the “Y” direction as illustratedin FIGS. 3 and 7A) between the front end module and the rear beam. Thereinforcement can extend longitudinally between the front end module andthe rear beam, preferably at least extend from the front end module tothe rear beam. The reinforcement can alternatively end a distance fromthe rear beam or from the front end module (when the cover is assembledwith the front end module and the rear beam). For example, the channelscan end a distance from the front and/or rear edge of the central coversuch that a support member can be placed underneath the central coverwithout contacting the channels.

The reinforcements can be formed integrally with the central cover,i.e., molded as a single component. Alternatively, the reinforcement canbe formed separately and attached to the central cover, e.g., with anadhesive. When formed integrally with the central cover, thereinforcements can be defined by two walls with an optional connectingportion there between. The reinforcement can protrude out of the bottomof the central cover, and can optionally be open on one side (e.g., thetop, such as in a U-like shape). The walls of the reinforcement can belocated between and connected to an optional flange of the central coverand the main body of the central cover. For example, the first wall canbe oriented non-perpendicular to the flange. The second wall can belocated perpendicular to the main body. Optionally, the second wall canbe located non-perpendicular to the main body. Desirably, the first walland the second wall converge toward a bottom portion. Optionally, thebottom portion is a single straight member. Optionally the bottomportion is formed of multiple walls. The bottom portion can be a convexconnection from the first wall to the second wall.

Each channel can be the same or a different size, depending upon thestructural integrity needed in the specific location or available space.Desirably, the channels are located adjacent the outer periphery of thecentral cover. For example, the main body comprises greater than orequal to 70% of the width and length of the cover, with each channellocated within 15% of the width from the edge of the side of the cover.In other words, if the cover is 100 centimeters wide, the main body,between the channels would be greater than or equal to 70 cm wide (seethe double headed arrow in FIG. 3), preferably greater than or equal to80 cm wide. The channel can be of constant depth (the walls are constantand equal). Optionally, the walls can have different lengths. Thedimensions of the channel can be selected to attain the desired bendingstiffness and torsional stiffness. Bending stiffness is increased byincreasing the depth (“d”) of the channel. The torsional stiffness isincreased by increasing the width (“w”) of the channel. (See FIG. 5B)The specific depth and size of the channels can be dependent upon thedesired structural integrity and the vehicle components included underthe central cover. For example, if the cover is 100 cm wide, and thewalls have a uniform thickness of 0.4 cm, the channel can be over 2.0 cmdeep and over 2.0 cm wide to attain torsional and bending stiffness.

The central cover should be of a size sufficient to have desired bendingstiffness, while covering the entirety of the mechanical components inthe front end of a vehicle. The thickness of the central plate can bedependent on the desired stiffness and the materials used for thecentral plate. For example, the central plate can be 3 to 5 millimeters(mm) thick. The size of the central cover 1 can be dependent upon thesize of the vehicle; it can be of a size equal to a portion of the frontend of a vehicle not covered by fenders, for example, the central covercan have an area of 1 to 2 square meters (m²), e.g., 1.2 to 1.5 m².

The use of the channels enables enhanced aesthetics while meeting thestiffness requirements. However, if desired, ribs can be included on thecentral cover.

Optionally, the central cover and hollow reinforcements can beseparately manufactured, such that the central cover can be a flat coverand the channels can be attached to one side of the central cover.

The central cover can extend to, onto, or over the front end module. Thefront end module can comprise a front beam, side rails extending betweenthe front beam and a connecting bar. The front beam, side rails, andconnecting bar can form a frame having a central portion, e.g., a grillopening. Extending from the side rails, away from the central portionand toward the fenders, can be supports (e.g., upper and lowersupports). The supports can provide further structural integrity to thefenders, and can support lights (such as headlamps). Optionally, theconnecting bar can hingedly attach to the vehicle structure so as toallow the hood to open and close. A fender is a barrier piece thatsurrounds the wheels of a vehicle to block splashing water or mud. Inthis application, the fender is a side part of the hood that protectsthe sides of the mechanical system under the hood.

The front end module can be a structural member such that it hassufficient strength to allow for repeated opening and closing of thehood without damage or failing. The front beam can be shapedcomplimentary with the central cover. For example, so that the frontbeam can accept the central cover, such that the central cover canextend over a portion of the front beam and attach thereto. Optionally,the central cover extend over the front beam such that the front beamcan attach to the bottom of the cover, such as with an adhesive.

The front beam can further include grooves sized and shaped to receivethe reinforcement in the central cover, e.g., such that the centralcover can be attached to the front beam. Optionally the central covercan be flush with the front beam. The grooves in the front beam canprovide rigidity to the reinforcement in the central cover, inhibitingtwisting movement and hence providing torsional stiffness to the hooddesign.

The supports can extend from the side rails such that they extend overand under an opening in the fender for a light.

Further structural integrity is provided to the hood by the rear beamwhich can also be a structural member. The rear beam can providestiffness so as to distribute the load across the entire hood. The rearbeam extends at least the width of the central cover, and preferablyfrom one fender to the other fender (e.g., extends the width of thevehicle). The rear beam can be fixedly attached to the central cover.For example, the central cover can extend over and be attached to aflange of the rear beam. The rear beam can be hingedly attached to thebody of the vehicle. If the reinforcement of the central cover extendsover the rear beam, the rear beam will comprise grooves to receive thereinforcement. The rear beam can further include a rain tray. The raintray can extend the entire length of the rear beam. The rain tray can beincluded on the top of the rear beam and can comprise a channel withedges. The edges of the rain tray can run parallel to the windshield,such that the rear edge of the rain tray is flush with the lower edge ofthe windshield. The rain tray can receive water and debris (such asleaves), such that the water and debris are prevented from reaching theengine components of the vehicle. The rain tray can be formed integralto the rear beam, i.e. formed in the same mold, or can be manufacturedseparately from the rear beam and attached to the rear beam duringassembly.

Attached to the rear beam, the front end module, and the central coverare the fenders. They can be attached via an adhesive and/or amechanical attachment such as a clip, bolt, snap-fit connection, orsimilar removable attachment. The fenders can be attached to the centralcover such that they extend over the reinforcement. Therefore, if thereinforcement is an open channel (e.g., a U-like shaped channel), thefenders can cover the opening in the channel (e.g., the longitudinalopening). The fenders can at least extend from the front edge to therear edge of the central cover and over the channels. The edge of thefenders can contact the central cover in a divot, or groove, or furrowdesigned to receive the fender edge. More preferably, the fenders coverthe entirety of the channels such that the channels are not visible fromthe top of the hood.

The fenders can have an opening for a headlamp. The supports from thefront end module can extend behind the fender and above and below theopening. The fenders can integrate additional ribbing at their edges,i.e. around the wheel well and front, to increase the bending stiffness.An additional guard piece can be integrated to the fender to minimizerisk of impact from road debris, e.g. gravel, from the wheel well.

The combination of the structural rear beam, front end module, and thecentral cover with the reinforcement extending between the front endmodule and the structural rear beam enables torsional stiffness for thehood, allowing the hood to be made of materials such as thermoplastics.Therefore, the hood (e.g., the central cover, fenders, front end module,and/or rear beam) can comprise polymeric material, such as thermoplasticmaterial. Optionally, the central cover can consist of thermoplasticmaterial. Optionally, the fenders can consist of thermoplastic material.Optionally, the front end module and/or rear beam can consist ofthermoplastic material. Possible thermoplastic materials includepolybutylene terephthalate (PBT); acrylonitrile-butadiene-styrene (ABS);polycarbonate (LEXAN™ and LEXAN™ EXL resins, commercially available fromSABIC Innovative Plastics); polycarbonate/PBT blends; polycarbonate/ABSblends; copolycarbonate-polyesters; acrylic-styrene-acrylonitrile (ASA);acrylonitrile-(ethylene-polypropylene diamine modified)-styrene (AES);phenylene ether resins; blends of polyphenylene ether/polyamide (NORYLGTX™ resins, commercially available from SABIC Innovative Plastics);blends of polycarbonate/polyethylene terephthalate (PET)/PBT;polybutylene terephthalate and impact modifier (XENOY™ resins,commercially available from SABIC Innovative Plastics); polyamides;phenylene sulfide resins; polyvinyl chloride PVC; high impactpolystyrene (HIPS); low/high density polyethylene (L/HDPE);polypropylene (PP); expanded polypropylene (EPP); and thermoplasticolefins (TPO), as well as combinations comprising at least one of theforegoing.

The thermoplastic can comprise a filler, e.g., a mineral filler. Thefiller can be fibers, provided the aesthetics requirements on thecomponent are met. The mineral filler can comprise at least one of talc,mica, wollastonite, and calcium carbonate, preferably, the fillercomprises talc. For example, the central cover, and optionally thefenders, can comprise a blend of polyamide and polyphenylene etherpolymer with mineral filler that has a tensile stress at break, (5mm/min) of 55-65 MegaPascals (MPa) in accordance with ISO 527 such asNORYL GTX™ resin (e.g., NORYL GTX™ resin 679). For example, the frontend module and the rear beam can comprise a blend of polyamide andpolyphenylene ether polymer with glass filler that has a tensile stressat break, (5 mm/min) of 100-120 MPa in accordance with ISO 527; such asNORYL GTX™ resin (e.g., NORYL GTX™ resin 830).

Optionally, the rear beam and/or the front end module can comprise metalor a thermoset material. Desirably, the central cover, fenders, the rearbeam, and the front end module consist of thermoplastic material.Preferably, at least one of the central cover, fenders, the rear beam,and the front end module is free of metal, more preferably, all of thecentral cover, fenders, the rear beam, and the front end module are freeof metal.

A more complete understanding of the components, processes, andapparatuses disclosed herein can be obtained by reference to theaccompanying drawings. These figures (also referred to herein as “FIG.”)are merely schematic representations based on convenience and the easeof demonstrating the present disclosure, and are, therefore, notintended to indicate relative size and dimensions of the devices orcomponents thereof and/or to define or limit the scope of the exemplaryembodiments. Although specific terms are used in the followingdescription for the sake of clarity, these terms are intended to referonly to the particular structure of the embodiments selected forillustration in the drawings, and are not intended to define or limitthe scope of the disclosure. In the drawings and the followingdescription below, it is to be understood that like numeric designationsrefer to components of like function.

FIGS. 1 and 2 illustrate a front end of a vehicle (e.g., a truck, bus,train, etc.) including hood 101. As shown in FIG. 1, hood 101 is locatedin front of the windshield 99 and above the engine. As shown in FIG. 2,the hood 101 can include a central cover 1 that can be used to covermechanical components of the vehicle. The central cover 1 cansignificantly affect the aesthetic appearance of the vehicle because itis the predominantly visible section of the front of the vehicle, asshown in FIG. 2.

The hood of a vehicle can include the central cover 1, a rear beam 30,which can provide additional support, fenders 5, 6 and a front endmodule 34, as shown in FIG. 3. The front end module 34 can comprise thefront beam 10, first side rail 36 and second side rail 38 extendingbetween the front beam 10 and a connecting bar 40 (e.g., that canhingedly attach (such as via hinge 18) to the vehicle) (See FIG. 6).Protruding from the side rails 36, 38, in a direction opposition centralportion 42, can be lower supports 44 and upper supports 46, e.g., forattaching a light such as a headlamp to the vehicle, and for providingfurther support and structural integrity to the fenders 5, 6. The frontbeam 10 can further include grooves 11, 12 sized and shaped to receivethe channels 20, 21 in the central cover 1.

As shown in FIG. 4, the hood can further include a rear beam 30, whichcan be used for additional support and/or to attach the hood to thevehicle.

FIGS. 5A and 5B are exploded views of the various components of thehood. As shown in FIG. 5A, the hood includes fenders 5, 6, and centralcover 1. Central cover 1 can include a front 51, rear 50, and sides 52,53. The central cover 1 can include hollow reinforcements, such aschannels 20, 21 that extend between the front beam and the front endmodule, optionally, from the front 51 to the rear 50. The channels 20,21 can include a first wall 22, a second wall 23, and a bottom portion24 which connects the first wall 22 and the second wall 23, to definethe channel, shown in FIG. 5B. Extending from the first wall 22 can be aflange 26, which extends in a direction opposite a main body 7 of thecover. The main body 7 of the cover extends from one channel to anotherchannel.

The channels 20, 21 can extend across the sides 52, 53 of the centralcover 1 from the front edge to the rear edge.

The central cover 1 can further include an optional opening 111 to allowair to pass through to a cooling system or other internal part of avehicle.

A handle portion (not shown) can be included on the rear beam. Forexample, a latch 48 or other mechanism for opening the hood can belocated on the rear beam such that when released, the hood can pivotaround the hinge on the front end module to an open position.

As shown in FIGS. 4 and 5A, fenders 5, 6 are located on the sides 52, 53of the central cover 1. Fenders 5, 6 can be formed integral with centralcover 1, or attached thereto. The fenders 5, 6 can be mounted onto thevehicle by attaching the fenders 5, 6 to the central cover 1, front endmodule 34 and rear beam 30. The fenders 5, 6 can be attached to thecentral cover 1 such that they extend over the channels 20, 21, as shownin FIGS. 5A and 5B. The fenders 5, 6, can at least extend from the frontedge 51, to the rear edge 50, and over the channels. The edge of thefenders can contact the central cover 1 in a divot or groove 28 designedto receive the fender edge. More preferably, the fenders 5, 6 cover theentirety of the channels 20, 21 such that the channels are not visiblefrom the top of the hood 101, as shown in FIG. 5A.

The central cover 1 can be mounted to the front beam and the front endmodule, which, in turn, can be mounted to the chassis (e.g., to theBody-In-White (BIW)) of a vehicle. The central cover 1 or the rear beam30 can be used to attach the hood 101 to the vehicle (not shown). Asshown in FIG. 6, the rear beam 30 can be shaped such that the centralcover 1 can sit flush on top of the rear beam 30. If the rear beam ispositioned underneath the channels 20, 21 in the central cover 1 (notshown) the rear beam can include corresponding grooves such that thechannels can be accepted onto the corresponding channels of the rearbeam. Alternatively, the channels 20, 21 can end before the rear beam 30such they do not extend onto the rear beam 30. The central cover 1 canbe extend onto and be fixedly attached to flange 49 of the rear beam 30.(See FIG. 3)

FIGS. 7A and 7B illustrate a simulation comparing the application of avertical load to the same location in the central panel in a hood systemwithout reinforcements (FIG. 7A) and one with reinforcements (FIG. 7B).FIG. 7A shows an uneven displacement, wherein the displacement at amagnitude of 3.5 extending in an elliptical shape (with its major axisextending in the Y direction and the major axis extending in the Zdirection) across the central cover. The distribution of the load isacross less than 70% of the central cover.

In FIG. 7B the distribution of load is substantially more uniform acrossthe central panel, with the displacement being circular down todisplacements of 3.5, and then generally distributed across greater thanor equal to 75% (preferably greater than or equal to 85%) of the centralcover.

The hood systems disclosed herein include at least the followingembodiments:

Embodiment 1: A hood of a vehicle, comprising: a rear beam, a front endmodule, a thermoplastic central cover extending between the rear beamand the front end module, the thermoplastic central cover comprisingreinforcements along sides of the thermoplastic central cover betweenthe rear beam and the front end module, the reinforcements protrudingaway from a top surface of the thermoplastic central cover, and fendersconnected to the front end module and thermoplastic central cover,wherein each fender extends over a respective reinforcement and connectsto the top surface of the thermoplastic central cover.

Embodiment 2: The hood of Embodiment 1, wherein the reinforcements arehollow reinforcements.

Embodiment 3: The hood of Embodiment 2, wherein the hollowreinforcements are channels that are open on one side and optionallyopen on ends of the channels.

Embodiment 4: The hood of Embodiments 2 or 3, further comprising aflange extending from a side of the reinforcement, wherein the hollowreinforcements are formed by a first wall extending away from the flangeand a second wall extending away from the top surface, and a bottomportion connecting the first wall and the second wall.

Embodiment 5: The hood of Embodiment 4, wherein the first wall meets theflange at a non-perpendicular angle.

Embodiment 6: The hood of any of the preceding Embodiments, wherein thethermoplastic central cover comprises a divot located on a side of thereinforcements for receiving an edge of a fender.

Embodiment 7: The hood of any of the preceding Embodiments, wherein thereinforcements extend from the rear beam to the front end module.

Embodiment 8: The hood of any of the preceding Embodiments, wherein thethermoplastic central cover is free of ribs.

Embodiment 9: The hood of any of the preceding Embodiments, wherein thefenders are made of thermoplastic and are free of ribs.

Embodiment 10: The hood of any of the preceding Embodiments, wherein thethermoplastic central cover and the fenders are free of metal.

Embodiment 11: The hood of any of the preceding Embodiments, wherein therear beam and the front end module are free of metal.

Embodiment 12: The hood of any of the preceding Embodiments, wherein thethermoplastic central cover is formed from thermoplastic and mineralfiller.

Embodiment 13: The hood of any of the preceding Embodiments, wherein therear beam comprises a rain tray.

Embodiment 14: The hood of any of the preceding Embodiments, wherein thehood has a stiffness that exceeds a natural frequency of 15 Hz whenlatched.

Embodiment 15: The hood of any of the preceding Embodiments, wherein thehood has a stiffness that exceeds 1 Hz in an open configuration of a 60degree vertical inclination of the hood.

Embodiment 16: The hood of any of the preceding Embodiments, wherein thehood has a local deflection of less than 0.5 cm due to a 10 kg loadplaced on a 6 cm diameter area of the hood.

Embodiment 17: The hood of any of the preceding Embodiments, wherein thehood can be closed from an open configuration by pulling from a cornerof the hood.

Embodiment 18: The hood of any of the preceding Embodiments, wherein thereinforcements contain ribbing that is covered by the fenders.

Embodiment 19: The hood of any of the preceding Embodiments, wherein thereinforcements are formed integrally with the thermoplastic centralcover.

Embodiment 20: The hood of any of the preceding Embodiments, wherein aload applied to the center of the central cover is distributed acrossgreater than or equal to 75% of the central cover, preferably acrossgreater than or equal to 85% of the central cover.

Embodiment 21: A vehicle comprising: a structural body, an engine, andthe hood of any of the preceding Embodiments.

In general, the invention may alternately comprise, consist of, orconsist essentially of, any appropriate components herein disclosed. Theinvention may additionally, or alternatively, be formulated so as to bedevoid, or substantially free, of any components, materials,ingredients, adjuvants or species used in the prior art compositions orthat are otherwise not necessary to the achievement of the functionand/or objectives of the present invention. The endpoints of all rangesdirected to the same component or property are inclusive andindependently combinable (e.g., ranges of “less than or equal to 25 wt%, or 5 wt % to 20 wt %,” is inclusive of the endpoints and allintermediate values of the ranges of “5 wt % to 25 wt %,” etc.).Disclosure of a narrower range or more specific group in addition to abroader range is not a disclaimer of the broader range or larger group.“Combination” is inclusive of blends, mixtures, alloys, reactionproducts, and the like. Furthermore, the terms “first,” “second,” andthe like, herein do not denote any order, quantity, or importance, butrather are used to denote one element from another. The terms “a” and“an” and “the” herein do not denote a limitation of quantity, and are tobe construed to cover both the singular and the plural, unless otherwiseindicated herein or clearly contradicted by context. “Or” means“and/or.” The suffix “(s)” as used herein is intended to include boththe singular and the plural of the term that it modifies, therebyincluding one or more of that term (e.g., the film(s) includes one ormore films). Reference throughout the specification to “one embodiment”,“another embodiment”, “an embodiment”, and so forth, means that aparticular element (e.g., feature, structure, and/or characteristic)described in connection with the embodiment is included in at least oneembodiment described herein, and may or may not be present in otherembodiments. In addition, it is to be understood that the describedelements may be combined in any suitable manner in the variousembodiments.

All cited patents, patent applications, and other references areincorporated herein by reference in their entirety. However, if a termin the present application contradicts or conflicts with a term in theincorporated reference, the term from the present application takesprecedence over the conflicting term from the incorporated reference.

While particular embodiments have been described, alternatives,modifications, variations, improvements, and substantial equivalentsthat are or may be presently unforeseen may arise to applicants orothers skilled in the art. Accordingly, the appended claims as filed andas they may be amended are intended to embrace all such alternatives,modifications variations, improvements, and substantial equivalents.

What is claimed is:
 1. A hood of a vehicle, comprising: a rear beam; afront end module; a thermoplastic central cover extending between therear beam and the front end module, the thermoplastic central covercomprising reinforcements along sides of the thermoplastic central coverbetween the rear beam and the front end module, the reinforcementsprotruding away from a top surface of the thermoplastic central cover;and fenders connected to the front end module and thermoplastic centralcover, wherein each fender extends over a respective reinforcement andconnects to the top surface of the thermoplastic central cover.
 2. Thehood of claim 1, wherein the reinforcements are hollow reinforcements.3. The hood of claim 2, wherein the hollow reinforcements are channelsthat are open on one side and optionally open on ends of the channels.4. The hood of claim 1, wherein the thermoplastic central covercomprises a divot located on a side of the reinforcements for receivingan edge of a fender.
 5. The hood of claim 1, wherein the reinforcementsextend from the rear beam to the front end module.
 6. The hood of claim1, wherein the thermoplastic central cover is free of ribs.
 7. The hoodof claim 1, wherein the fenders are made of thermoplastic and are freeof ribs.
 8. The hood of claim 1, wherein the thermoplastic central coverand the fenders are free of metal.
 9. The hood of claim 1, wherein therear beam and the front end module are free of metal.
 10. The hood ofclaim 1, wherein the thermoplastic central cover is formed fromthermoplastic and mineral filler.
 11. The hood of claim 1, wherein therear beam comprises a rain tray.
 12. The hood of claim 1, wherein thehood has at least one of a. a stiffness that exceeds a natural frequencyof 15 Hz when latched; b. a stiffness that exceeds 1 Hz in an openconfiguration of a 60 degree vertical inclination of the hood; and c. alocal deflection of less than 0.5 cm due to a 10 kg load placed on a 6cm diameter area of the hood.
 13. The hood of claim 1, wherein the hoodcan be closed from an open configuration by pulling from a corner of thehood.
 14. The hood of claim 1, wherein the reinforcements are formedintegrally with the thermoplastic central cover.
 15. The hood of claim1, wherein a load applied to the center of the central cover isdistributed across greater than or equal to 75% of the central cover.16. The hood of claim 15, wherein a load applied to the center of thecentral cover is distributed across greater than or equal to 85% of thecentral cover.
 17. A vehicle comprising: a structural body, an engine,and the hood of claim 1.